Suzuki FR50 Motorcycle background – best suzuki hayabusa hd wallpapers

The Suzuki FR50 is an underbone style motorcycle produced by Suzuki from 1974 to the early 1980s. It was very similar in design to the Suzuki FR80

It was powered by a 49 cc (3.0 cu in), two stroke, air-cooled, single-cylinder engine which incorporated a self-mixing system (the Suzuki CCI system) so it had a separate two-stroke oil tank and petrol tank. It is started by a kick start mechanism which turns over the engine. Despite being under 50cc the contemporary UK classifications designated it as a motorcycle, rather than a moped, which would have required the fitting of pedal drive.

It had a small 6V (six volt) battery fitted and an ignition switch to provide easy starting and for constant and even power to the lights and horn.

Like the FR80, the engine drives a 3-speed semi-automatic gearbox, with a heel-and-toe gear shift.

In the early 1970s Suzuki started to import the FR50, followed by the introduction of the FR 50K an improved version in 1974, then it was discontinued in August 1975. Production didn’t resume until February 1981 in the form of an even further improved version, the FR50 X.

The FR80 replaced the FR70 in the summer of 1976 suzuki hayabusa, suzuki hayabusa, suzuki hayabusa, Motorcycle wallpapers, suzuki motorcycles

(Motorcycle)Suzuki RE5 Motorcycle
Carburetion had five separate circuits.[41] Suzuki used peripheral ports for the RE5, as they give better high-speed running but are known to have low-speed issues.[42] This is dealt with by using a two-stage Mikuni carburetor. An 18 mm throat splits into two small peripheral induction tracts.[42] The primary butterfly is directly controlled by one of the five throttle cables, providing smooth low-speed running. A diaphragm controls the secondary carburetor port, and this is activated when a set vacuum is reached in the carburetor circuit. This much larger 32 mm port enters the rotor chamber between and slightly below the two small primary ports. Indirectly involved with carburetion is the unique “port valve”. This small butterfly valve pivots in the rotor housing inside the secondary port and is directly controlled by another of the throttle cables. Without the port valve, the long induction tract of the secondary port would fill with traces of exhaust gasses whenever the secondary valve was closed. This occurs as the tip of the rotor passes the induction port at the end of the exhaust cycle before beginning the induction cycle.[43] If this was allowed to happen, when the secondary throat finally opened the engine would first swallow an induction charge contaminated with exhaust gasses causing a momentary misfire and felt as a dead spot or hesitation in acceleration. The port valve is therefore effectively timed to remain closed whenever the secondary carburetor throat is closed, isolating the induction tract from exhaust gasses. Carburetor tuning involves adjusting cables controlling the primary butterfly and the port valve, among other things, illustrated by Suzuki Service Bulletin Nine.[44] The carburetor also incorporated a fuel pump which was mechanically actuated at 35 degrees of primary butterfly movement (later changed to 28 degrees)[44] to enrich the fuel mixture during acceleration Motorcycle wallpapers#Suzuki #SuzukiHayabusa #SuzukiBike #SuzukiGsxr #SuzukiHayabusa

(Motorcycle)Suzuki GT750 Motorcycle
The prototype Suzuki GT750 was shown at the 17th Tokyo Motor Show in October 1970 and launched in Japan in September 1971 as a sports tourer (GT standing for Grand Tourismo) and was developed from the Suzuki T500 with an extra cylinder and liquid cooling. Marketed as the Le Mans in the US and Canada, it was nicknamed the “Kettle” in Britain, the “Water Bottle” in Australia, and the “Water Buffalo” in the United States. The GT750 was heavy at 550 lbs, with a 739 cc two-stroke three-cylinder engine with 70 mm bore and 64 mm stroke. It had a five-speed gearbox and three-into-four exhaust

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